Section Title

Total Page:16

File Type:pdf, Size:1020Kb

Section Title VICTORIA REGIONAL TRANSIT SYSTEM James Bay Local Area Transit Plan Prepared by Prepared by June 2017 Victoria Regional Transit Commission er June 2017 James Bay Local Area Transit Plan | Page 0 June 2017 James Bay Local Area Transit Plan | Page 1 TABLE OF CONTENTS Table of Contents ...................................................................................................................................................... 1 1. Purpose of this Document ................................................................................................................................. 3 2. Background ........................................................................................................................................................ 6 2.1 Community Development ......................................................................................................................... 6 2.2 Challenges and Opportunities ................................................................................................................... 8 3. Public Consultation Summary ......................................................................................................................... 10 3.1 Timeline ................................................................................................................................................... 11 3.2 Phase 1 Public Consultation .................................................................................................................... 11 3.3 Phase 2 Public Consultation .................................................................................................................... 12 4. Service Priorities .............................................................................................................................................. 15 4.1 Short-term Service Changes – Implementation January 2018 ................................................................ 16 4.2 Short -term James Bay Infrastructure - Priorities .................................................................................... 17 4.3 Medium-term James Bay Service Priorities – contingent on third facility .............................................. 18 4.4 Medium-term Infrastructure & Information Priorities............................................................................ 18 5. Monitoring ....................................................................................................................................................... 19 6. Conclusion ....................................................................................................................................................... 19 7. Recommendations ........................................................................................................................................... 19 8. Detailed Short Term Service CHANGE INFORMATION (January 2018) ........................................................... 20 8.1 Route 2 .................................................................................................................................................... 20 8.2 Route 3 and 10 ........................................................................................................................................ 22 June 2017 James Bay Local Area Transit Plan | Page 2 BC Transit would like to thank the many individuals, community organizers, City staff, and businesses who assisted in this consultation process. Your support in working to better transit in our community is appreciated. June 2017 James Bay Local Area Transit Plan | Page 3 1. PURPOSE OF THIS DOCUMENT The 2013/14 Victoria Regional Transit System Service Review recommended developing a number of Local Area Transit Plans based on the strategic direction of the Transit Future Plan and regional priorities identified in the Service Review. Local Area Transit Plans define the short to medium-term transit service and infrastructure strategies for specific areas, neighborhoods or sub-regions served, prioritizing future service investments in the plan area. These plans provide further guidance to the development of the Three Year Service and Financial Strategy and future Annual Figure 1: How BC Transit works with Local Government Service Plans to the Victoria Regional Transit Commission. The James Bay Local Area Transit Plan is the third Local Area Transit Plan undertaken for the Victoria Regional Transit System. Each Local Area Transit Plan is intended to support local community development by aligning with the strategic direction of the applicable Official Community Plans (OCP), Neighborhoods Plans and Figure 2: Local Area Transit Plans Source: BC Transit June 2017 James Bay Local Area Transit Plan | Page 4 Transportation Plans. Development of the Local Area Transit Plans includes consultation with the public and local municipal partners. Figure 2: Local Area Transit Plans June 2017 James Bay Local Area Transit Plan | Page 5 Service improvements identified in Local Area Transit Plans are based on the strategic direction of the Transit Future Plan and prioritized concepts identified in the 2013/14 Victoria Regional Transit System Service Review. The James Bay Local Area Transit Plan outlines short to medium- term improvements for transit service and infrastructure over the next 5-10 years. Phase 1 identifies short-term initiatives with planned implementation dates in 2018. Phase 2 identifies medium-term initiatives that do not have a specific implementation date and may require additional resources that are not outlined in the existing Three Year Service and Financial Strategy. Additional public consultation may be required prior to implementing medium-term initiatives identified in this plan. Links to Plans Transit Future Plan - http://bctransit.com/victoria/transit- future/victoria-transit-future-plan Transit Future Network The Transit Future Plan uses four layers of Transit System Service Review - transit service to tailor transit to the http://bctransit.com/victoria/transit-future/victoria-completed- community needs: plans Rapid Transit – To provide fast & direct regional connections Objectives of the James Bay Transit Local Area Plan are to: Frequent Transit – To serve major corridors Support the implementation of the Transit Future Plan, Local Transit – To serve associated ridership targets, and also the community neighbourhoods (not shown) goals outlined in the Regional Growth Strategy (RGS) Targeted Services – For special commute trips to work or school Highlight key changes, challenges and opportunities in the study area that relate to or may impact transit Figure 3: Transit Future Network Source: BC Transit Victoria Regional service and coordinate with other transportation modes Transit Future Plan Examine future transit requirements based on community plans, demographic trends, proposed land development and road network changes, as well as citizen priorities expressed through consultation; o Strengthen and support municipal land use planning goals by aligning future transit provision with municipal Local Area Plans o Support continued economic development by facilitating cost-effective and reliable movement of employees and patrons between the James Bay area and other parts of the region o Address mobility for James Bay area residents from an inclusive, all-abilities perspective June 2017 James Bay Local Area Transit Plan | Page 6 Identify cost neutral service changes that align with the Transit Future Plan and improve service efficiencies within the local area Review existing transit facilities and identify future transit facility needs such as transit terminals and stops Identify future transit service expansions to inform Three Year Service and Financial Strategies Identify ways to maximize transit system legibility and ridership through improved customer information These objectives will be realized by: Introducing consistency to existing transit service o Distributing bus trips so that there are even intervals between buses o Developing consistent weekday, evening and weekend routes o Ensuring consistent trip end-destinations o Ensuring that the transit service provided is equitably distributed across the neighbourhood Prioritizing further service improvements Describing infrastructure needs required to support transit Understanding some of the unique challenges in James Bay in order to minimize their impact (such as regular service detours for special events) 2. BACKGROUND The James Bay Local Area defined in this plan closely follows the City of Victoria’s boundary for the James Bay neighbourhood, and is shown in Figure 2 (page 4). The area is bounded by Victoria’s Inner Harbour to the north, Outer Harbour to the west, Juan de Fuca Strait to the south and Beacon Hill Park to the east. Although the James Bay Local Area Transit Plan is one of the few plans where geographic boundaries are contained entirely within one municipality, this area is the busiest terminus for regional-scale transit routes within the Victoria Regional Transit System. This important regional role means that strategies for this area must take broader system needs into consideration. 2.1 Community Development Forecasts produced by the Capital Regional District (CRD) in the Regional Growth Strategy show an expected increase in population from 342,500 people in 2011, to 435,600 people in 2038. Projections estimate that 37,000 residents will be added to the core municipalities (District of Saanich, City
Recommended publications
  • T and Analysis of Walkability in Hong Kong
    Measurement and Analysis of Walkability in Hong Kong By: Michael Audi, Kathryn Byorkman, Alison Couture, Suzanne Najem ZRH006 Measurement and Analysis of Walkability in Hong Kong An Interactive Qualifying Project Report Submitted to the faculty of the Worcester Polytechnic Institute In partial fulfillment of the requirements for Degree of Bachelor of Science In cooperation with Designing Kong Hong, Ltd. and The Harbour Business Forum On March 4, 2010 Submitted by: Submitted to: Michael Audi Paul Zimmerman Kathryn Byorkman Margaret Brooke Alison Couture Dr. Sujata Govada Suzanne Najem Roger Nissim Professor Robert Kinicki Professor Zhikun Hou ii | P a g e Abstract Though Hong Kong’s Victoria Harbour is world-renowned, the harbor front districts are far from walkable. The WPI team surveyed 16 waterfront districts, four in-depth, assessing their walkability using a tool created by the research team and conducted preference surveys to understand the perceptions of Hong Kong pedestrians. Because pedestrians value the shortest, safest, least-crowded, and easiest to navigate routes, this study found that confusing routes, unsafe or indirect connections, and a lack of amenities detract from the walkability in Hong Kong. This report provides new data concerning the walkability in harbor front districts and a tool to measure it, along with recommendations for potential improvements. iii | P a g e Acknowledgements Our team would like to thank the many people that helped us over the course of this project. First, we would like to thank our sponsors Paul Zimmerman, Dr. Sujata Govada, Margaret Brooke, and Roger Nissim for their help and dedication throughout our project and for providing all of the resources and contacts that we required.
    [Show full text]
  • 931/01-02(01) Route 3 Country Park Section Invitation For
    CB(1)931/01-02(01) COPY ROUTE 3 COUNTRY PARK SECTION INVITATION FOR EXPRESSIONS OF INTEREST PROJECT OUTLINE TRANSPORT BRANCH HONG KONG GOVERNMENT MARCH 1993 INVITATION FOR EXPRESSIONS OF INTEREST IN DEVELOPING THE COUNTRY PARK SECTION OF ROUTE 3 ("THE PROJECT") Project Outline N.B. This Outline is issued for information purposes only, with a view to inviting expressions of interest for the finance. design, construction and operation of the Project. 1 Introduction 1.1 Route 3, to be constructed to expressway standard between Au Tau in Yuen Long and Sai Ying Pun on Hong Kong Island, is a key element in the future road infrastructure in the Territory. 1.2 The primary function of Route 3 is to serve the growing traffic demand in the North West New Territories. the Kwai Chung Container Port and western Kowloon. The southern portion of Route 3 forms part of the principal access to the Chek Lap Kok Airport. This comprises the Tsing Yi and Kwai Chung Sections from northwest Tsing Yi to Mei Foo, the West Kowloon Expressway and the Western Harbour Crossing to Hong Kong Island, all of which are included in the Airport Core Programme. 1.3 The northern portion of Route 3, namely the Country Park Section. consists of the following principal elements:- (a) The Ting Kau Bridge and the North West Tsing Yi Interchange; (b) The Tai Lam Tunnel including the Ting Kau interchange; and (c) The Yuen Long Approach from Au Tau to Tai Lam Tunnel including the connections to the roads in the area including the Yuen Long Southern By-pass.
    [Show full text]
  • LEGISLATIVE COUNCIL PANEL on TRANSPORT Traffic Impact On
    LC Paper No. CB(1)848/03-04(03) LEGISLATIVE COUNCIL PANEL ON TRANSPORT Traffic Impact on Tuen Mun Road upon the Commissioning of Hong Kong – Shenzhen Western Corridor and Deep Bay Link Purpose This paper informs Members of the traffic impact on Tuen Mun Road upon the commissioning of the Hong Kong – Shenzhen Western Corridor (HK–SWC) and Deep Bay Link (DBL), as well as the options being considered by the Administration to improve the traffic flow of Tuen Mun Road. Background 2. The HK–SWC is a dual three-lane carriageway spanning across Deep Bay linking the northwestern part of the New Territories with Shekou in Shenzhen. The DBL serves as the connecting road between the HK–SWC and the local transport network, linking the HK–SWC at its landing point at Ngau Hom Shek with the Yuen Long Highway. Construction of the DBL and the HK–SWC have commenced in June and August 2003 respectively. They are scheduled for completion by the end of 2005. Traffic Situation of Tuen Mun Road 3. Tuen Mun Road was partially completed and opened in 1978 to link up Tsuen Wan and Tuen Mun. It was fully completed in 1983. It comprises two major sections – the Expressway Section (Wong Chu Road to Tsuen Wan Road) and the Town Centre Section (Wong Chu Interchange to Lam Tei Interchange). The design capacity of the Expressway Section is 118 000 vehicles. In 2003, the average daily traffic on the Expressway Section during weekdays was about 106 000 vehicles. The vehicle/capacity (v/c) ratio1 is 1.1 during peak hours.
    [Show full text]
  • Development of Tung Chung New Town in Hong Kong H. Wang, W
    Transactions on the Built Environment vol 33, © 1998 WIT Press, www.witpress.com, ISSN 1743-3509 Development of Tung Chung New Town in Hong Kong H. Wang, W. Wong Department of Civil and Structural Engineering, The Hong Kong Polytechnic University, Hung Horn, Kowloon, Hong Kong Email: [email protected] Email: [email protected]. hk Abstract Hong Kong's new airport at Chek Lap Kok is scheduled to open on July 6, 1998. At present, construction of all major projects is either at the last stage or in completion. Tung Chung New Town, one of the Airport Core Programme (ACP), has been initially set up for housing 216,000 people by 2006 and providing living area for servicing staff of the new airport. Based on the case study on the development of Tung Chung New Town, this paper illustrates the relationship between transport system and land use development. In the paper, referring to many survey data and research results, the development of Tung Chung New Town is shown to be essential due to the relocation of the Hong Kong Airport. On the other hand, comparing with other new towns in Hong Kong, Tung Chung New Town is provided with better transport system links that minimize the travel time and improve the comfort and accessibility to other parts of the territory. This makes Tung Chung New Town a more attractive new town for people to reside. 1 Introduction In the past twenty years, the Hong Kong International Airport at Kai Tak has commenced a series of improvement to cater for the continuous growth in passengers and cargo.
    [Show full text]
  • PLAN J Plan No
    LIN MA HANG ROAD Closed Area Boundary To Guangzhou Closed Area Boundary PING MAN KAM TO ROAD LUK KENG ROAD CHE ROAD Closed area boundary FU TEI AU ROAD SAN SHAM ROAD LAU SHUI HEUNG SHA TAU KOK ROAD ROAD LOK MA CHAU ROAD boundary FANLING HIGHWAY Closed area JOCKEY CLUB ROAD CASTLE PEAK HOK ROAD TAU ROAD CASTLE PEAK ROAD KAM ROAD FAN SAN TIN HIGHWAY TAI PO ROAD FAN KAM ROAD POOL ROAD NGAU TAM MEI ROAD BRIDE'S DEEP BAY ROAD TING KOK ROAD LAU FAU SHAN ROAD LAU FA U SHA N RD TIN TAI TSZ PO ROAD TING KOK ROAD ROAD San Tin Highway DEEP BAY ROAD TAI DEEP BAY ROAD PO TAI WO ROAD LONG ROAD HOI KWONG FUK ROAD ROAD HA TIN KAM WAN ROAD ROAD CASTLE PEAK ROAD FAN NAM YUEN SHIN ROAD PING HA ROAD LAM KAM ROAD NEW TERRITORIES 1 CASTLE PEAK ROAD TOLO HIGHWAY KAM TIN ROAD Runway (TUEN MUN, YUEN LONG, TIN HA Yuen Long Highway ROAD Airfield ROAD KAM LAM TAI ROAD ROAD SHA TONG SAI TIN SHUI WAI,WAN SHEUNG ROAD NIM WAY ROAD TOLO HIGHWAY ROAD HIGH SHEUNG KAM ROUTE LONG TWISK PEAK YUEN CASTLE ROAD SHUI FANLING & TAI PO) TAM PAK TAI NEW TERRITORIES 3 PO ROAD SAI SHA ROAD D A O R N A ROAD W IM SHAN N ON MA (TSEUNG KWAN O, SAI KUNG, SAI SHA ROAD ROAD TAI TSING TIN ROAD MO SHAN ROUTE LANTAU ISLAND,TAI WAI, SHATIN TSUN TWISK SHEK PAI TAU ROAD WEN ROAD L U N TATE'S CAIRN HIGHWAY G NEW TERRITORIES 2 K W U T A N R FO TAN & MA ON SHAN) O A D PUI TO RD FO TAN ROAD KUNG SAI ROAD WAN SAI (KWAI CHUNG, TSUEN WAN, ROAD CASTLE PEAK TSAI MONG TAI SIU ROAD WONG CHU ROAD LEK YUEN ROAD ROAD WONG CHU LUNG MUN ROAD YUEN WO ROAD TSING YI & CHEK LAP KOK) ROAD ROAD ROAD MUN KIU SHING SHING
    [Show full text]
  • Site a – Pok Hong Estate, Shatin Wai (Year 7 8 12 13) Route 1 Bus Stops
    Site A – Pok Hong Estate, Shatin Wai (Year 7 8 12 13) Route 1 Bus Stops: TIN KA PING PRIMARY SCHOOL, The Salvation Army Tin Ka Ping School, Sha Kok Street 田家炳學校, 救世軍田家炳學校, 沙角街 Route Information: 170 Sha Tin Station To Wah Fu (Central) Joint Operation of KMB & CTB , Time or day specific services 170 Sha Tin Station To Wah Fu (Central) Joint Operation of KMB & CTB 182 Yu Chui Court To Central (Macau Ferry) Joint Operation of KMB & CTB 47X Kwai Shing (East) To Chun Shek Kowloon Motor Bus 81K Sui Wo Court To Sun Tin Wai Kowloon Motor Bus 85A Kwong Yuen To Kowloon City Ferry Kowloon Motor Bus 89B Sha Tin Wai To Kwun Tong Railway Station Kowloon Motor Bus 982X Shui Chuen O Estate To Wan Chai (Hennessy Road) Joint Operation of KMB & CTB , Time or day specific services 982X YU CHUI COURT To Wan Chai (Hennessy Road) Joint Operation of KMB & CTB , Time or day specific services N170 Sha Tin Central (New Town Plaza) To Wah Fu (Central) Joint Operation of KMB & CTB N182 Kwong Yuen To Central (Macau Ferry) Joint Operation of KMB & CTB N281 Kam Ying Court To Hung Hom Station Kowloon Motor Bus NA41 SHA TIN (SHUI CHUEN O) To AIRPORT (GROUND TRANSPORTATION CENTRE) Long Win Bus Route 2 Bus Stops: POK TAI HOUSE, 博泰樓 Route Information: 288 SHUI CHUEN O To SHA TIN CENTRAL (CIRCULAR) Kowloon Motor Bus 288A SHUI CHUEN O To SHA TIN CENTRAL (CIRCULAR) Kowloon Motor Bus , Time or day specific services 682B Shui Chueu O Estate To Chai Wan (East) New World First Bus , Time or day specific services Route 3 Bus Stops: POK HONG B/T, Pok Hong Estate, Yat Tai Street 博康巴士總站,
    [Show full text]
  • Regional and Hong Kong's Transport Network Planning Framework
    This subject paper is intended to be a research paper on the results of studies or surveys from government land private sectors that are pertinent to the subject on Regional and Hong Kong's Transport Network Planning Framework. The views and analyses as contained in this paper are intended to stimulate public discussion and input to the planning process of the "HK2030 Study" and do not imply endorsement of the HKSARG. WORKING PAPER NO. 21 REGIONAL AND HONG KONG'S TRANSPORT NETWORK PLANNING FRAMEWORK Introduction 1. Railways and expressways are the main arteries of cities. They are the backbones to facilitate movements of goods and people. The prosperity and growth of a city depend very much on the efficient operation and development of its circulation systems. 2. This paper gives an overview of the existing and future strategic transport network in particular road and railway infrastructure in the Guangdong Province of the Mainland China 1. It also examines the present and future development of our Hong Kong's transport network in order to set the basic framework for planning an integrated transport system in the next stage of the study. Regional Transport Network I. Guangdong Province A. Road Infrastructure Exisitng Road Infrastrucutre 3. To accelerate the modernisation of transportation in China, in the early 1990s, the Ministry of Transportation put forward a strategic and ambitious distribution plan for the national trunk road system. Highways in China can be classified into 6 technical categories. They are expressway, Class I to IV Highways and others. According to the Guangdong Statistical Bureau (Table 1), there were a total of about 95,610km of roads covering the Guangdong Province in 1999, of which 953 km (1%) were expressway and 17,199km (18%) were Classes I and II highways.
    [Show full text]
  • How Much Development Can a Rail Station Lead? a Case Study of Hong Kong
    CTBUH Research Paper ctbuh.org/papers Title: How Much Development Can a Rail Station Lead? A Case Study of Hong Kong Authors: Charlie Qiuli Xue, Department of Architecture & Civil Engineering, City University of Hong Kong Cong Sun, Department of Architecture & Civil Engineering, City University of Hong Kong Subjects: Building Case Study Civil Engineering Structural Engineering Urban Infrastructure/Transport Keywords: Development Infrastructure Master Planning Residential Retail Structural Engineering Transportation Urban Planning Publication Date: 2018 Original Publication: International Journal of High-rise Buildings Volume 7 Number 2 Paper Type: 1. Book chapter/Part chapter 2. Journal paper 3. Conference proceeding 4. Unpublished conference paper 5. Magazine article 6. Unpublished © Council on Tall Buildings and Urban Habitat / Charlie Qiuli Xue; Cong Sun International Journal of High-Rise Buildings International Journal of June 2018, Vol 7, No 2, 95-109 High-Rise Buildings https://doi.org/10.21022/IJHRB.2018.7.2.95 www.ctbuh-korea.org/ijhrb/index.php How Much Development Can a Rail Station Lead? A Case Study of Hong Kong Charlie Qiuli Xue† and Cong Sun Department of Architecture & Civil Engineering, City University of Hong Kong, Tat Chee Avenue, Kowloon, Hong Kong Abstract Since the concept was first introduced in the 1970s, transit-oriented-development (TOD) has greatly expanded in East Asian cities such as Hong Kong. Rail stations are built together with clusters of residential–commercial towers and government services to form a new style of living – a “rail village.” This paper examines the composition, scale, spatial form, organization and operation of several typical rail villages in Hong Kong.
    [Show full text]
  • Hong Kong: the Facts
    Transport Every day, about 8.93 million passenger journeys are Public Light Buses (PLBs) are minibuses with not more made on a public transport system which includes railways, than 19 seats. Their number is fixed at a maximum of 4 350 trams, buses, minibuses, taxis and ferries in 2020. vehicles. Some PLBs are used for scheduled services (green There are about 373 licensed vehicles for every kilometre minibuses) and others for non-scheduled services (red of road, and the topography makes it increasingly difficult to minibuses). provide additional road capacity in the heavily built-up areas. Red minibuses are free to operate anywhere, except where special prohibitions apply, without fixed routes or fares. By end Buses and Minibuses: By end December 2020, the Kowloon December 2020, there are 1 009 red minibuses. Motor Bus Company (1933) Limited (KMB) operates 359 bus Green minibuses operate on fixed routes and frequencies routes in Kowloon and the New Territories and 65 cross- at fixed prices. By end December 2020, there are 67 main harbour routes. Fares range from $3.2 to $13.4 for urban green minibus routes on Hong Kong Island, 82 in Kowloon and routes, from $2 to $46.5 for the New Territories routes and 211 in the New Territories, employing a total of 3 341 vehicles. from $8.8 to $39.9 for the cross-harbour routes. Red minibuses carry about 183 300 passengers a day, while With a fleet of 3 997 licensed air-conditioned buses, mostly green minibuses carry about 1 116 200 passengers daily Note double-deckers, KMB is one of the largest road passenger 2.
    [Show full text]
  • Download Project Profile
    Hong Kong West Harbour Crossing 1 This project profile has been compiled by the Hong Kong OMEGA Team, University of Hong Kong, Hong Kong. Please Note: This Project Profile has been prepared as part of the ongoing OMEGA Centre of Excellence work on Mega Urban Transport Projects. The information presented in the Profile is essentially a 'work in progress' and will be updated/amended as necessary as work proceeds. Readers are therefore advised to periodically check for any updates or revisions. The Centre and its collaborators/partners have obtained data from sources believed to be reliable and have made every reasonable effort to ensure its accuracy. However, the Centre and its collaborators/partners cannot assume responsibility for errors and omissions in the data nor in the documentation accompanying them. CONTENTS A INTRODUCTION Type of project Location of WHC B BACKGROUND TO PROJECT The need for a third harbour crossing Principal project objectives Key enabling mechanisms and decision to proceed Main organisations involved Planning and environmental regime Outline of planning regime Environmental issues and ecological mitigation Regeneration Land acquisition C PRINCIPAL PROJECT CHARACTERISTICS Route description Project costs Project program Main engineering features Main contracts and contractors Major civil engineering components D PROJECT TIMELINE Project timeline Project key issues E PROJECT FUNDING/ FINANCE Introduction Background to funding/financing Overview of key stages in funding/financing approach Funding source Main elements/structure
    [Show full text]
  • Directorate Posts Created for the Airport Core Programme and Directorate Posts Created Or Planned to Be Created for the 10 Major Infrastructure Projects
    Legislative Council Secretariat FS20/08-09 FACT SHEET Directorate posts created for the Airport Core Programme and directorate posts created or planned to be created for the 10 Major Infrastructure Projects 1. Introduction 1.1 At the request of the Panel on Transport at its meeting on 19 December 2008, this fact sheet provides information on the directorate posts created for the implementation of the Airport Core Programme (ACP) projects in the 1990s and the directorate posts created or planned to be created for the implementation of the 10 Major Infrastructure Projects that were announced in the 2007-2008 Policy Address. 1.2 The Government introduced the Port and Airport Development Strategy (PADS) in 1989 to meet the future port and airport infrastructure requirements of Hong Kong. Projects related to PADS were grouped into the port-related projects and the ACP projects. The latter group covered the following 10 interlinked projects: (a) Chek Lap Kok Airport; (b) Airport Railway; (c) North Lantau Expressway; (d) Lantau Link; (e) Route 3; (f) Tung Chung Development; (g) West Kowloon Reclamation; (h) West Kowloon Expressway; (i) Western Harbour Crossing; and (j) Central Reclamation. Research and Library Services Division page 1 Legislative Council Secretariat FS20/08-09 1.3 In the 2007-2008 Policy Address, the Chief Executive announced that the Government would undertake the 10 Major Infrastructure Projects to improve the transportation system and enhance the economic development of Hong Kong. The 10 Major Infrastructure Projects consist
    [Show full text]
  • Tuen Mun Road Tuen Mun Road
    Chapter 10 Tuen Mun Road Tuen Mun Road INTRODUCTION 10.1 Tuen Mun Road was designed during the period between the late 1960’s and the early 1970’s as a high capacity dual three-lane carriageway connecting Tsuen Wan with Tuen Mun. Construction of the 15 km long carriageway commenced in 1974 and was completed in 1983. Since completion, a number of improvement works have been carried out to enhance the road to meet the growing needs. A general layout of the Tuen Mun Road, from south of Tuen Mun Town (Wong Chu Road) to Tsuen Wan Road, is shown in Figure 10.1. Figure 10.1 – Layout of Tuen Mun Road 113 Chapter 10 10.2 The section of Tuen Mun Road where the July incident occurred was widened in the mid 1990’s to accommodate the slip road leading to the Tai Lam Tunnel approach road of the Tsing Long Highway. The Panel notes that the location of the July incident is not an accident blackspot. Prior to the July incident, there was no history of any fatal or major traffic accident at this location. 10.3 In order to assess the safety performance of Tuen Mun Road, the Panel has reviewed the accident statistics of the road for the past ten years (1993 - 2002). The Panel then examined in depth the traffic engineering standards adopted and management measures implemented along Tuen Mun Road. The Panel has also studied carefully public suggestions to enhance the safety of Tuen Mun Road. Where appropriate, the Panel has made recommendations for further improvements on the basis of these suggestions.
    [Show full text]